Railway traffic controlling apparatus



1&5! 49, A ,44

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Nov. 10, 1931.

W H 1 Y7 Y the section.

controls a circuit controller WV Patented Nov. 10, 1931 UNITED STATES HERBERT'A. WALLACE, OF EDGEWOOD BOROUGH,PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 6t SIGNAL CGMPANY, OF 'SWISSVALE, PENNSYLVANIA, A. CORPORA- TION OF PENNSYLVANIA RAILWAY TRAFFIC CONTROLLING APPARATUS Application filed November 5, 1928, Serial No. 317,275. Renewed April 30,1930.

My invention relates to railway traffic controlling apparatus and particularly toCapparatus for safely controlling railway traflic governing devices, such for example, as rail- Way switches and signals, from a remote point. V

I will describe one formof apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic View illustrating one form of apparatus embodying my invention.

Referring to the drawing, the reference characters land 1 designate the track rails of a stretch of railway traclc These rails are divided, by means of insulated joints 2, to form'a track section A' B, containing a switch 3 by means of which the section is connected with a siding 4. Section A-B is provided with a trackcircuit including a source of current, such as a battery 22, connected across the rails adjacent one end of the section, and a track relay Roonnected across the rails adjacent'the other endof energized, but is de-energized when any portion of section Ar -B or the siding 4 to the left of point B is occupied by a train.

The switch 3 is controlled by a motor designated by the reference character M and comprising, in the form here shown, an armature 5 and a field 6. The switch 3 in turn contact 7-9 which is closed at all times except when the switch occupies its normal position, in which it is illustrated in the drawing. The circuit controller W also comprises a contact 78 which is closed at all times except when the switch occupies its reverse position. v V

The motor M is controlled in part by two relay-s C by here shown the selector P comprises a member 11 which may be moved into momentary contact with a selected supplied with not shown in the windin-Qf 10 which is at times control codes by means drawing and forming no part of thepresent section A B is controlled by source. I

Relay R is, therefore, normally.

selector P, wire 92, and

that if selectorP comprising a cuit which and D which are in turn controlled selector P of any suitable form. As-

one of contacts 12,. or 14. The contact 11 is controlled by a invention. In actual practice theselector PATEN'D OFFICE P would usually. be supplied with control codes from point remote from the ample, as inan interlocking cabin, andunder the control of despatcher.

signal designated by the reference character S. here shown this signal is of the twoposition semaphore type and is located adjasome operator such as a train .Trafiic moving from left to right through atrackway a code transmitter, located at a switch, such for ex- 7 cent point A.,Signal S is controlled by a relayH in such manner that the signal indicates proceed when 7 I relayH is energized. Thec1rcu1t for signal S passes from one terminal X of a suitablesource. ofenergy not v shown "in the drawing, through front con tact 29 of relay H, wire 30, operating mecha-,;

nism of signal S, wire 31, and frontcontact 82y of relay R, to terminal Y of the same The relay H is controlled by'selectorP, the plck-up circuit for I winding of relay H, to terminal Y. It will be plain therefore lay is subsequently maintained in its energized condition as long as relays G and D are both de-energized, by virtue of a stick cirback contact 23 of relay C,,wire 24, back contact 25 of relay D, wire 26, front contact 27 of relay H, to terminal Y;

7 this relay passing from terminal X through contact 1114 of v is operated to close contact 11 l 4, relay H becomes energized. This repasses from terminal X through wire 28, and winding of relay H,

a stick circuit which passes from terminal X I over back contact 38 of relay H, wire 39, front contact 40 of relay J, wire 41 and winding of relay J to terminal relayJ is a normally de-energized relay K.

j Associatedwith relays J and K is a timing device which in the form here shown comprises a motor lowhich drives two cams 16 h and 18.-- The cam 16 controls a contact 17 and Y. Associated with ies its normal osition mences contact 17 opens and the contacts coin" The cams require'a trolled by cam 18 close. measured interval of time to make onecomplete revolution and when the cams return to their initial positions contact 17 is againclosed and contacts open. 7 a

As shown in the drawing the switch 3 occuand all of the contacts of selector P are open. Relays, C, D, and H are ole-energized, relay K is also de-energized, but relay J is energized, its stick circuit being closed at back contact 38 of relay H. The timing device T occupies its initial position so that contact 17 is closed and contacts 19-20 and 19-21 are open. Furthermore relay R is energized and signal S indicates stop. I will now assume that it is. desired to move the switch 3 to its reverse position. Inorder to accomplish this, theselector P is operated to close contact 11-12. Current then flows from contact 11-12 of selector P, wire 57, winding of relay D. wires 58 and 59, back contact 60 of rel K, wires 61 and 62, contact 17 ofdevice T, and wire 63 to terminal Y. Relay D therefore becomes energized. The contact of se ectorP onens after a brief interval, but after relay D has once become energized, a stick circuit, is closed for this relay from terminal X, through front contact 33 of relay 19-20 and 19-21 re- 11, wires 64 and 65. contact 7-8 of circuit controller W, wire 66, back contact 67 of relay C. wire 68, front contact 69 of relay D, wire 70, winding of relay D, wires 58 and 59, back contact 60 of relay K, wires 61 and 62, contact 17 of device T and wire 63 to terminal Y so that relay D remains closed. A circuit is now closed. for motor M from terminal X through front contact 33 of relay R, wire 64, 71, and 72, front contact 73 of relay D, wire 74,-, armature 5 of motor M, wire 75, back contact 76 of relay C, wires 77 and 78, field 6 of motor M, wire 79, wires 81 and 62, contact 17 of device T, and wire 63 to terminal Y. Motor M then operates to drive the switch 3 to its reverse position. When the switch attains this position contact 7-8 opens, thereby interrupting the stick circuit for relay D and allowing this relay to become de-energized. As supply of current to motor M is discontinued.

In similar manner, it is desired to restore the switch toits normal position, contact 11-13 of selector P is closed. A pickup circuit for relay C is then completed from terminal X, over Contact 11-13 of selector P, wire 82, winding of relay C, wires 83 and terminal X through 111-14 relay H picks front contact of relay J,

a result the 59, back contact 60 of relay K, wires 61 and 62, contact 17 of device T and wire 63 to terminal Y. As soon as relay C becomes energized a stick circuit is completed for this relay from terminal Xthrough front Contact 33 of relay R, wires 6% and 65, contact 7-9 of circuit controller W, wire 8 1, back contact 69 of relay D, wire 68, front contact 67 of relay G, wire 85, winding of relay C, wires '83 and 59, back contact 60 of relay K, wires 61 and 62, contact 17 of device T and wire 63 to terminal Y. W'hen relay C is energized motor M is supplied with current over a circuit which may be traced from terminal X over front contact 33 of'relay R, wires 6 1 and 71, front contact 76 of relay C, wire 75,

armature 5 of motor M, wire 74, back contact 73 of relay D, wires 86 and 7 8, field 6 of motor M, wire 79, front contact 80 of relay J, wires 81 and 62, contact 17 of device T, and wire 63 to terminal The motor is therefore actuated to drive switch 3 towards its normal position. When the switch has attained its normal position, contact 7-9 opens, thereby deenergizing relay C and discontinuing the supply of current to motor N.

' Under some conditions of operation it is desirable, in the interests of safety, to delay, for a,ti1ne interval, the operation of the switch 3 in response to operation of the selector P. As shownin the drawing, when the selector P is operated to close contact up to clear signal S, and back contact 38 of relay H is then broken so, that thestick circuit for relay J is interrupted, and relay J becomes (lo-energized. It should be noted, however, that front contact 80 of relay J is included in the operating circuits for motor M and it follows that this motor cannot be operated in either direction unless relay-J is energized. In describing the operation of the parts under these conditionsl vill assume that relay H is energized to clear signal S so that relay J is open, and that it is desired to move the switch from its normal to its reverse po sition. When contact 11-12 of selector P is closed to pick up relay D, this relay becomes energized, thereby opening, at back contact 25, the stick circuit for relay H. Relay H therefore closes its back contact 38, but relay J remains ale-energized. It should be observed that the energization of relay D cannot operate motor M, because the circuit for this motor is now open atfront contact I X I v vv itn relay 1) energized, how- Winding of relay K to terminal Y. The energization of relay K openscthe stick circuit for relay D at backcontact 60 of relay K and relay D therefore opens. The closing of relay K also completes a circuit for motor of timing device T, current flowing from terminal X over back contact 42 of relay J, wires 48, 53, and 54, front contact ofrela K, wire 56 and motor 15 to terminalY. 1V otor 15 therefore commences to operate, and opens contact 17 and also closes contacts 192O and 1921. -,The operating circuit for motor M is now open at contact 17 of device T, as well as at front contact of relay J, and it will therefore be plain that the motor cannot be operated to reverse the switch until device T has returned to its normal position.

The closing of contact 19-21 of device T completes a pick-up circuit for relay J from terminal X over wire 36, contact 1921 of device T, wires 37 and 35, and winding of relay J to terminal Y. As soon as relay J becomes energized, its stick circuit is closed over back contact 38 of relay H now closed. It will be noticed that when back contact 42 of relay J opens the stick circuit previously traced for relay K is interrupted, but this relay is now held closed by an, auxiliary stick circuit which passes from terminal X over wire 86, contact 1920 of device T, Wires 52, 53, 44, and 49, front contact 5001 relay K, wire 51, and winding of relay K to terminal Y. The opening of back contact 4201? relay J alsointerrupted the circuit first traced for motor 15 of device T, but this motor is now energized over a circuit from terminal K through wire 36, contactlSZ-QO of device T, Wires 52 and 54, front contact 55 of relay K, wire 56, motor 15 to terminal Y. The device T therefore continues to operate, and after the expiration of a predetermined time interval the cams 16 and 18 are returned to the positions in which they areshown in the drawing. 19-20 opens, thereby de-energizing relay K and the motor 15 of device T. Furthermore, contact 17 of device T is now closed and since relay J is energized, the motorM may now be energized by again energizing relay D. It will be seen, therefore, that after signal S has once been cleared and returned to its stop position, the switch cannot be reversed in response to operation of selector P until the expiration of the time interval required for operation of the timing device T and that this time interval is measured from the in of timing device T, this relay is provided with another pick-up circuit which passes from terminal X, over back contact 33 of relay R,

wires 34: and 35, and winding of relay J to terminal Y. It will therefore be manifest that if signal S has been cleared by energiza- WVhen this happens contact tion of relay H,v.thereby tie-energizing relay J, relay J will again be energized bya train passingfrom left to right throughthe section A-B. The purpose of this arrangement is to. prevent the introductionof the V 1 time interval represented by the timing device T in the operation of'the switch motor M, in case the signal has been cleared and accepted by a train which passes through the section. If the signal is cleared, and then restored to its stop position without being accepted by a train, the consequent de-e'nergization of relay J requires timing device T versed. y a c In the foregoing explanationI have discussed the operation of the timingdevice in delaying a switch movement from normal to to be operated before the switch can be rereverse for a time interval, but with this explanation in mind it will be readily under change which would make it desirable to delay the operation of the switch; for example "the'relay may accomplish approach locking in which case it would be de-energized by a train approaching the switch;

Although I have herein shown and. described only one form of railway trafiic controlling apparatus embodying my invention.

it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention. Having thus described my invention, what I I claim is:

1. In combination, a railway traffic governing device, a relay, a manually controlled stick circuit for said relay, time measuring means controlled in part by said relay, a pick-up circuit for said stick relay controlled bysaid time measuring means, and a motor controlled by said relay and by said time measuring means for operating said device.

2. In combination, a railway trafiic governing device, a manually controlled relay, a stick relay, a third relay controlled by said stick relay and by said manually controlled relay, time measuring means controlled by saidstick relay and by said third relay, a pick-up circuit for said stick relay controlled by said time measuring means, manually controlled stick circuit for said stick relay, and a motor controlled by said stick relay and by said time measuring means for operating said device.

3. In combination, a railway switch, a manually controlled selector, a'first relay, a second relay controlled at times in accordance with tralfic conditions, time measuring means controlled by said second relay, a circuit for said first relay controlled by said selector and bysaid time measuring means,

and a motor con;rolled by said first relay and by said time measuring means for operating said switch.

4. In combination, a stretch of railway track, a manually controlled selector, a relay controlled in part by traffic conditions in said stretch, a normally closed contact, a motor controlled by said selector and by said relay for at times opening said contact for a measured interval of time, and a tratfic governing device in said stretch controlled by said contact and by said selector. I

5. In combination, a railway switch, a manually controlled relay, a time measuring device normally occupying an initial position and arranged when operated to return to such position after a measured time interval,

means 'efiective if said relay is operated unclosed and a second contact and a third contact are open, means effective when said stick relay is de-energized and said third relay is energized to initiate the operation of said device to open said first relay. and close said stick and third relays, means controlled by said second contact and a front contact of said third relay to continue the operation of 45 said device until the device is restored to its initial position, a manually controlledpickup circuit for said first relayincluding said first contact and a back contact of said third relay, means responsive to the position of said switch and including said first contact and a back Contact of said third relay for subsequently holding said first relay in its energized condition, a pick-up circuit for said stick relay controlled by said third contact, means responsive to traific conditions adjacent said switch for subsequently holding said stick relay energized, apick-up circuit for said third relay including a back contact of said stick relay and a front contact of said first relay, a stick circuit for said third relay'including said second contact, a motor for, operating said switch, and a circuit for said motor controlled bysaid first relay and including said first contact and a front contact of said stick relay. '7. In combination, a railway track switch,

a signal for governing trailic movements over said switch, a control circuit for said signal, a manually controlled device, a stick relay controlled by said manually controlled device and by said signal control circuit, and means controlled by said relay for controlling said switch.

8. In combination, a railway track switch, a signal for governing traflic movements over said switch, a switch control relay for said switch, a signal control relay for said signal, a stick relay controlled by said switch control relay and by said signal control relay, and means controlled by said stick relay for controlling said switch.

9. In combination, a railway track switch, a signal for governing traific movements over said switch, a control circuit for said signal, a stick relay, a pick-up circuit for said relay controlled by tratfic conditions, a stick circuit for said relay controlled by said signal control circuit, a locking relay controlled by said stick relay and by traflic conditions, and means controlled by said locking relay for controlling said switch. V

10. In combination, a railway track switch, a signal for governing traflic movements over said switch, a control circuit for said signal, a locking relay controlled by traffic conditions and by said signal control circuit, a stick relay, a pick-up circuit for said stick relay controlled by traffic conditions, a stick circuit for said stick relay controlled by said locking relay, and means controlled by said stick relay for controlling said'switch.

11. In combination with a railwayfswitch, a manually controlled element, a first relay controlled by said element, a second relay, a

slow-acting mechanism, means operating if.

said element is operated when a train is approaching the switch to briefly energize said second relay and said slow acting mechanism, means controlled bysaid second relay for subsequently supplying energy to said second relay and said slow-acting mechanism, and a motor controlled by said first relay and by said slow-acting mechanism for controlling the switch.

12. In combination with a railway governing device, a manually controlled element, means controlled by said element for operating said device, timing mechanism requiring a definite time interval after actuation to complete its operation, means effective if and only if said element is operated under certain conditions of trafiic adjacent said device to actuate said timing mechanism, and means for subsequently preventing operation of said device irrespective of traffic conditions until said mechanism has completed its operation.

13. In combination with a railway switch, a manually controlled signal relay, a railway signal controlled by said signal relay and governing trafiicover said switch, a' locking relay controlled by said signal relay, a manually controlled selector, and means con trolled by said selector and by said locking relay for operating said switch.

In testimony whereof I afiix my signature.

HERBERT A. WALLACE. 

